Car construction



1 June 5, 1923. 1,457,29

w. J. BO HAN QAR CONSTRUCTION Filed Aug. 13. 1921 Fig! jm/ezdar William/52m Patented June '5; 1923..

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I i'Application med au u t 13,1921. Serialltd- 131,843

To all whom it may cooweom': i 7 Be it known that I, Winninn J Ber-ran,

a citizen of the United States, residing at St. Paul, in the county of Ramsey'and State of Minnesota, have invented a certain new and useful Improvement in LGar Constructions, of which the following is a full, clear, concise, and exact description," reference being had to the accompanying drawings,

10 forming a part of this specification;

This invention relates to improvements in car construction.

I One object of a novel combination and arrangement of car underi'rame and shock absorbingdevices tor e'liiciently distributing the shocks "to the en'- tire underframe. y g

Another object of theinvention is-to provide a novel arrangement-of multiple' shock absorbing devices, such that, assuming'like conditions prevailing; each shock absorbing mechanismmay be made o'f lighter weight and capacity" than heretofore and the total capacity of I all shock --absorbingmechanisms made suflicient to effectively take care of any extreme conditions which may arise in service, particularly in the case of the extremely high'capacity cars now being built by many of the railroads.

Other objects of the iIIVQIItlOILWillIHOIG clearly appear from the description. and claims hereinafter-following:

In the drawing forming a part of this specification, Figure l-is a top plan view of a=portion of a car underframewvith assm ciated shock absorbing devices, embodying my improvements. *Part ofthe undertrame construction is broken away. or omitted in order to better accommodate theview .on the sheet. Figsi 2 and 3 are vertical sectional riews corresponding substantially to the sec; tion' lines 2-2 and respectively or n carrying-out. my invention I preferably employ a cast platform o'r end construction for the underframeyit' being understood that this construction will be'duplicated at each, end of the car and-the castings united bysuitable centersills, side sillsrand bracedl by 'cross -bearers and needle beams s desired. In thedrawing, Ihave illustrated-the casting foi one end of the car onlypand the same as shownncoinprises an end :sill A; a bolster Byside sills C; centrallydisposed longitudinally extending-draft sills D--D;

the invention, is to provide,

- and draft .sills-E'E v I channel cross section as; best indicated-in -Fig.- 3, "the samehavin'g webs: 23, ;;lower rerselY for Short distance as. indidated: at

and diagonally extending combined braces anddrait sills i The end sill -A may be-made of any suitable cross-section toicon form with the-=practice of the different railroadsythe one :shown having upper, and lower horizontally ex; tending flanges 11. The end sill is suita'bly enlarged at the center and has provided a bufling block as indicate'd'at'dQ." The bolster I B, *as shown, is of substantially I crossrsec-u ti'on with upper and lower flanges and over;

vtical centralweb, the latter being indicated at 13. {The castingis suitably formed-at the center ofthe 'bolster'to'provide a bolster center bearing plate as indicated 'at'lse and an openinglo-tor the king pin.

The side sills C, as shown', are o'ti stantially the same crosssectionwas theaend sill and united with the latter at. the outer ends thereof and also-With thei'bolster at: the outer ends thereof. i

Inward'lyl of the bolster proper;v t casting of the junderframe is provided with short longitudinally extending Webs 161 1 6. which provide whatflmayl-be teriiiedestub center sills "to -which m ay'ibe uni-tedzcenter e sills properjlk li of channeltor other cle- A sired form. Side sills extending" between. the two castings of' channel' 'orfother'cross section as'may be desired.andl'indicatediat l8-mayberiveted to the sills G of thefcastings' atthe ends of theb'olster proper;

s "T ntraldran-silrportions:01? thefcastl- 7' ing, are "alsopreferablyfof channel cross sec tion as besti indicated Figir2ethe same having "webs 19. 19 "with lower out-turned flanges/2O and wupper Wider out-turried fianges21i Suitable integral rear stop? :lugs are formed on the casting fits indicated-Lat 22'22 for the-central-or shock absorb ing device indicatedconventionally atqF-k j b Thediagonallyezitendingflcombined braces v are also preferably of fianges2t andupper i'langes- A clearly I appears fromv Fig. l, the innermost webs v 23 of theidiagonally extending*draftsills,.merge -with1thewebs 19 of the longitudinally iextending draft sills D. The outer webs 231$; the diagonallyextending draft-=sills,iat'atheir forward ends, are 1 deflected slightly 2'out-- wardly for-a short distance asiind-icated-a-t- 23% arethens extended inwardly and trans-f so I ice-

23" to form front stop lugs, and are then extended longitudinally in line with the central draft sills Dand merged with the end sill of the casting, as indicated at 23. On the inner faces of each of the diagonally extending draft sills E, at suitable points, are formed integral stop lugs 2626 with which cooperate the diagonally disposed shock absorbin devices vindicatedconventionally at G It will be noted that the diagonally extending draft sills E-E are united with the side sills C and bolster substantially at the juncture thereof and may also be said to extend from a point proximate to the juncture of the central draft sills with the end sill. For greater strength and rigidity the diagonally extending draft sills are united along the tops thereof with a Web 27 which merges with acorrespending web 2.8 uniting the tops of the central draft sillsD and the top flange of h bolster proper. As best shown in Fig. .3, the bottoms of the diagonally extend ng draft sills E are also preferably'united by horizontally extending web as indicated for a portion of the length of said diagonally extending draft sills, the remainder being open to permit of the insertion and removal of the shock absorbing devices GG. The latter are held in operative position by any suitable means such as the saddle plates .30.30 and likewise the centrally disposed shock absorbing device F is held in operative position by adetachable saddle plate 31.

As will be understood by those skilled in the art, the end sill A ofithe platform casting i suitably apertured to. accommodate the shank of the draw bar The latter is connected with a hooded cast. yoke J by means of a detachable coupler key K which extends through suitable slots in the shank of the draw -bar, slots in the side walls of the hooded yoke and suitable slots in the web portions 23 heretofore described. 'Said yoke J encircles the centrally disposed shock absorbing device 2F so that the latter is adapted to be operated in both buffing and draft movements of the draw bar as hereinafter described.

The shock absorbing devices, F and G indicated conventionally in the drawing, are of thattype preferably having a pressure- ;transmitting wedge at the forward or outer end thereof as indicated at 32' on the centraldev-ice F-and at 33-33 on the diagonally extending shock absorbing devices G.- Disposed within the yoke J and extending transversely thereof is a follower, preferably the'form of a hollow casting as indicated at L. The latter is provided on the outer or front portion thereof with a transversely extending wall 34 adapted to be engaged by the inner end .of t'he draw bar shank and to engage the stop shoulders formed by the web portions 23* heretofore ness of said plates 37 being variable so that by interchanging said plates, co1npensation may be readily made for wear on the parts. The operative faces of the follower L are obviously adapted to engage and actuate the pressure transmitting elements 33 of the diagonally extending shock absorbing devices G.

The operation is as follows: In butt, the

central shock absorbing device F is actuated in the regular manner by means of the follower L. Simultaneously therewith, the

diagonally disposed shock absorbing de: vices G will also be actuated and in this connection it will be noted that friction will be generated between the inclinedoperative faces of the detachable wear plates 37 and the elements 33 of said diagonal shock ab sorbing devices G, thus augmenting the capacity of all three shock absorbing devices, In draft, the follower L will Obviously. be held stationary against the stop shoulders 23 The centrally disposed shock absorbing device F will be operated in the usual manner. During draft, however, the diagonally disposed shock. absorbing devices G, will not be actuated with the arrangement shown. As is well known to those skilled in the art, the maximumbuffing shocks encountered in the service of railroad cars 'is many times greater than the maximum shocks ever encountered in draft. VYith my arrangement I am enabled to take care. of

any unusual or excessiveloads which may be encountered in buff and at the same time provide an easy shock absorbing .mech-,anism in draft to facilitate starting of a train of cars.

From the preceding description, it will also be seen that each of the. shock absorbing devices F and G may be made lighter and of lesser capacity than any single shock absorbing mechanism which is now employed to take care of equal shocks. It will a? further be observed that in butting action, the load transmitted from the draw-bar are effectively and elhciently distributed not only .to, the centrally disposed draft and center sills of the car, but. also outwardly to the side sills of the car and to :the bolster, and hence, to the entire underfraine construction intermediate the bolsters. With this arrangement, an exceedingly strong u-nderframe construction is obtained 1:

too

lll) with a minimum number'ofpartfithe underframe may be made comparatively light as compared with prior constructions employed with a single shock absorbing device with consequent minimization ',in, the cost of manufacture, up-keep, and transportation charges. 7 v

I have herein shown and described what I now considerthe preferred, manner of carrying out the invention but the same is merely illustrative and'I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim I 1. In CELL construction an underframe including: abolster, an end sill;longitudinally extending centrally disposed draft sills be tween the end sill and bolster; diagonally extending combined bracing and shock-absorbing-mcchanism-supporting sills from said centrally disposed draft sills to the ends of the bolster; and a shock absorbing mecha-' nism supported by each of said diagonally extending supporting sills.

2. In car construction an underframe including: a bolster; an end .sill; longitudinally extending centrally disposed draft sills between the end sill and bolster; diagonally extending combined bracing and shock-absorbing-mechanism-supporting sills from said centrally disposed draft sills to the ends 1 of the bolster, all of said sills and bolster,

being integrally formed; and spaced shock absorbing mechanism supporting members depending from said dlagonally extending sills.

3. In car construction an underframe including: a bolster; an end sill; longitudinally extending centrally disposed draft sills between the end sill and bolster; side sills extending between and united to the corresponding ends of the end sill and bolster; diagonally extending, combined bracing and shock-absorbing-mechanism-supporting sills from the centrally disposed draft sills to the ends of the bolster; and means on said diagonally extending sills for receiving the shock absorbing mechanisms. I

.l. In car construction an underframe including: a bolster; an end sill; longitudinally extending centrally disposed draft sills between the end sill and bolster; side sills extending between and united to the corresponding ends of the end sill and bolster;

diagonally extending, combined bracing and shock-absorbing-mechanism-supporting s lls from the centrally disposed draft sills to the ends of the bolster, all of said sills and 'bolster being integrally formed; and spaced members on each of said diagonally extending sills adapted to receive a shock absorbing mechanism therebetween.

5. In car construction, the combination with a centrally disposedlongitudinally extending shock absorbing mechanism; of in- I 6. In, car construction, the 'co mbinationq wardly divergently arranged shock absorbing mechanisms, one on each SlClQOff said cenwith a 'centrally disposed longitudinallyex;

tending shock absorbingmechanism'; ofin wardly di'vergently arranged "shock absorbmechanism,one on each side'of said centrally disposed shock absorbing mechanisms:

means for operating all of said mechanisms simultancouslyupon bufling movement of. av

draw bar; and means for operating only said centrally disposed mechanism upon draft movementof a draw bar.

7. In car construction, thefcombination,

with a centrally disposed longitudinally extending shock absorbinghmechanism; of inwardly divergently arranged shockabsorb ing mechanisms, oneon each-sideof said centrally disposed shock absorbing mecha nism; and means for operating all ofsaid mechanisms simultaneously from a draw bar,

said means including, a longitudinally mov- ,able' front follower having operative .en-"

gagement with each of said three shock absorbingmechanisms. f v i 8. In 'car construction, the combination with an underframe including, a bolster; an end sill, longitudinally extending centrally disposed draft sills, and diagonally extending, spaced draft sills on each side of said central draft sills; of a centrally disposed shock absorbing mechanism, between saidcentral draft sills and diagonally extending shock absorbing mechanisms between said diagonally extending draft sills.

9. In car construction, the combination with an underframe, endcasting comprising,

a bolster, an end sill, side sills, longitudi nally extending draft sills, and diagonally extending draft sills, said casting being pro vided with rearwardly facing front stop shoulders; of a front follower cooperablel with said stop shoulders; disposed shock absorbing mechanism between said longitudinally extending draft sills; and diagonally extending shock absorbing mechanism between the respective diagonally extending draft sills, each of said shock absorbing mechanisms having operative engagement with'said follower.

10. In car construction, the combination with an underframe end casting comprising, a. bolster, an end sill, side sills, longitudia centrally nally extending draft sills, and diagonally extending draft sills, said casting being provided with rearwardly facing front stop shoulders; of a front follower cooperable' with said stop shoulders; a centrally disposed shock absorbing mechanism between "said. longitudinally extending draft sills; di-

agonally extending shock absorbing mechae nisins between the respective cligigonally extending draft sills, each of saiielshocl; absorbinginechunisms hai ing operative engage ment i vith said follower; a draw ba ri end a yoke connected to said cll z 'w bag encircling said follower and said centrally disposed shock absorbing mechanism zincl adapted to actuate the latter upon draft movement of the draw bar. I i v 'i i 11. IILCiLI construction, the combination with a plurality of shock absorbing. niechw nisins of means independentl n ech shock ubsoizbing nechanign for ope tgtee" a .t shqcl' ab bipe e hei isms 4119 bufliee' me e t of e d w e a 1 912? Y 9 .11.; ne f a 1 .frioveinent of the cl 'aw W W2 i M t M t.

. e M 1. im he fere em I have hereunto subscribed my name th s first la o Au us i .IIL LMI J: B HA WitneSsfiS f J HENNESSY, B- 'IWES- e 

